Rail system fuel tender

ABSTRACT

An improved rail system fuel tender for use with one or more railroad locomotives capable of transporting a plurality of fuel containers suitable for containing pressurized fuel and suitable for directly fueling the one or more locomotives. The improved fuel tender may be powered by the locomotives to increase tractive effort, and the fuel containers may be separately fillable and separately removable from the fuel tender.

BACKGROUND OF THE INVENTION

1. Technical Field

The invention relates generally to the field of vehicles used on railroads. More specifically, the invention is directed to an improved fuel tender adapted to run on railroad rails as part of a train comprising at least one locomotive for which the improved fuel tender provides fuel.

2. Description of Prior Art

Railroad fuel tenders are well known in the art. From the earliest coal cars which were coupled to steam locomotive engines to the diesel tankers used more recently, separate vehicles have been employed to transport the fuel used by the locomotives powering trains. More recently there has been a trend towards integrating fuel carrying capability within the locomotive itself, much as an automobile has an integrated gas tank. One example is disclosed in U.S. Pat. No. 5,129,328 (Jul. 14, 1992, to Donnelly), whereby a gas turbine locomotive fueled by compressed natural gas carries gas storage tanks on the locomotive chassis. Diesel locomotives also typically employ onboard fuel tanks. However, when the fuel carrying capability is onboard the locomotive there is a penalty paid in weight and capacity. There is thus a continued need for a separate fuel tender.

While locomotives have traditionally been fueled by oil or diesel, the use of natural gas is increasing. Natural gas is a cleaner burning fuel than oil or diesel and is less costly in many markets, making it an attractive alternative fuel. It may be used in the form of compressed natural gas or liquid natural gas. Engines that operate on hydrogen fuel are also known. All of these environmentally sustainable fuel types are transported under pressure. However, fuel tanks that are large enough to contain a sufficient quantity of pressurized fuel to practically fuel a locomotive are very costly.

Fuel tenders may be powered or unpowered. Typically, unpowered fuel tenders negatively impact the efficiency of a train, since some of the pulling power provided by the locomotive is used to move the fuel tender. Powered fuel tenders may positively impact the efficiency of a train if they provide sufficient tractive power to not only move their own added weight but to increase the cumulative tractive power of the train as a whole. However, a fuel tender with power generation capabilities on board can hold a lesser quantity of fuel than one without such capability, thereby negatively impacting its primary purpose.

It is therefore an objective of the present invention to provide an improved fuel tender adapted to be used with one or more locomotives.

It is a further objective to provide an improved fuel tender that carries a plurality of fuel containers capable of transporting pressurized fuel.

It is yet a further objective to provide an improved fuel tender that has independently installable and removable fuel containers.

It is yet a further objective to provide an improved fuel tender that uses standard sized, low cost fuel containers.

It is yet a further objective to provide an improved fuel tender that has a propulsion mechanism adapted to propel the fuel tender that is powered by the locomotive.

Other objects of the present invention will be readily apparent from the description that follows.

SUMMARY OF THE INVENTION

The present invention is an improved fuel tender that is configured to transport pressurized fuel to be used by one or more locomotives that have engines adapted to use pressurized fuels. The fuel tender carries one or preferably a plurality of fuel containers capable of containing pressurized fuels, such as high pressure cylinders. The cylinders may be separately installable onto and removable from the fuel tender, for ease of refueling and maintenance. They may also be integrated into a modular frame whereby all of the fuel containers may be installable onto and removable from the fuel tender as a single unit.

Fuel is dispensed from the fuel cylinders to one or more locomotives through a fuel connection system. The fuel connection system may incorporate a fuel dispensing manifold to allow for the sequential dispensing of fuel from each fuel cylinder to the locomotive. It may also incorporate a refueling manifold to allow for the sequential refueling of each fuel cylinder.

The preferred embodiment of the present invention employs a propulsion mechanism capable of propelling the fuel tender. The propulsion mechanism is powered by the engine located in the locomotive, with power provided to the fuel tender by the locomotive through a power connection. This configuration allows the fuel tender to add to the tractive efficiency of the train without incurring the penalty of onboard power generation capability. Because locomotive engines are capable of producing power in excess of the capacity of the tractive limits of the locomotive, the use of this excess power for the propulsion mechanism of the fuel tender does not lessen the maximum tractive effort of the locomotive. In the most preferred embodiment the propulsion mechanism of the fuel tender comprises one or more electric traction motors.

It is to be understood that the foregoing and following description of the invention is intended to be illustrative and exemplary rather than restrictive of the invention as claimed. These and other aspects, advantages, and features of the invention will become apparent to those skilled in the art after review of the entire specification, accompanying figures, and claims incorporated herein.

DESCRIPTION OF THE DRAWINGS

FIG. 1 is a plan side view of the improved fuel tender of the present invention.

FIG. 2 is a plan side view of the improved fuel tender of the present invention coupled to a locomotive as part of a train.

FIG. 3 is a front plan view of the improved fuel tender of the present invention depicting an integrated fuel dispensing/refueling manifold.

FIG. 4 is a plan side view of the improved fuel tender of the present invention depicting the fuel frame modular unit being placed onto the chassis of the fuel tender by a crane.

DETAILED DESCRIPTION OF THE INVENTION

The present invention discloses an improved rail system fuel tender 1 for use with one or more railroad locomotives 10. See FIG. 1. The fuel tender 1 is a separate railroad vehicle from the one or more locomotives 10, and is intended to be used in connection with the one or more locomotives 10, see FIG. 2, the connection being either direct, e.g., the fuel tender 1 being coupled to a locomotive 10, or indirect, e.g., the fuel tender 1 being coupled to a railroad vehicle which is interposed between the fuel tender 1 and the locomotive 10. In the case of indirect coupling, the interposed railroad vehicle could be another locomotive 10 or another fuel tender 1. Thus, a single fuel tender 1 may be employed to fuel multiple locomotives 10, or multiple fuel tenders 1 may be employed to fuel multiple locomotives 10, as well as a single fuel tender 1 being employed to fuel a single locomotive 10.

The fuel tender 1 of the present invention comprises a chassis 100, and the chassis 100 comprises at least two pairs of wheels 110 suitably adapted to allow the chassis 100 to engage with and move along railroad rails 40. See FIG. 1. In preferred embodiments the chassis 100 will have between four and eight pairs of wheels 110, with the most preferred embodiment having six pairs of wheels 110. The present invention is not limited to any particular gauge railroad track. The chassis 100 further comprises at least one coupling mechanism 120, whereby the coupling mechanism 120 allows the chassis 100 to be coupled to another railroad vehicle, such as a locomotive 10. The coupling mechanism 120 may be any suitable mechanism known in the industry for coupling two railroad vehicles together. In preferred embodiments the chassis 100 will have a coupling mechanism 120 located at each end, so that it may be coupled, for example, to a locomotive 10 in front of it and to a cargo boxcar 20 behind it. See FIG. 2.

The chassis 100 of the fuel tender 1 must be suitable for transporting one or more fuel containers 200. In the preferred embodiment, the chassis 100 should be capable of bearing up to a 400,000 pound load, though in other embodiments a smaller or larger chassis 100 may be used for different maximum weight loads.

The one or more fuel containers 200 carried by the chassis 100 of the fuel tender 1 must be suitably adapted to contain a quantity of pressurized fuel. The preferred fuel to be contained within each fuel container 200 may be compressed natural gas, liquid natural gas, propane, natural gas, or compressed hydrogen. Other compressed fuels may also be used. In the preferred embodiments each of the fuel containers 200 is a high pressure cylinder suitably adapted to contain fuel pressurized to at least 1000 psi. In the most preferred embodiments the cylinders may contain fuel pressurized to between 3200 psi and 3600 psi. An example of such a fuel cylinder is the 3AAX-2900 made by FIBA Technologies, Inc. The use of standardized fuel cylinders allows for lower costs, as well as compliance with Department of Transportation regulations and even over-the-road transportation capabilities. However, any type of fuel container 200 may be used, provided it is capable of containing pressurized fuel.

While a single fuel container 200 may be used, in the preferred embodiments a plurality of fuel containers 200 is used. In such embodiments each of the containers should be of the same size and configuration as each other container, though containers of differing sizes and configurations could be used. In the most preferred embodiment between 30 and 50 identically sized and configured high pressure cylinders are used on a single fuel tender 1.

Where a plurality of fuel containers 200 is used, each fuel container 200 may be separately installable onto and removable from the fuel tender 1, independently of each other fuel container 200. Moreover, each fuel container 200 may be filled with fuel independently of each other fuel container 200, and fuel may be dispensed from each fuel container 200 independently of each other fuel container 200. This allows the replacement of individual fuel containers 200 as needed, for example, when some, but not all, have been emptied of fuel. The installation and removal of fuel containers 200 from the chassis 100 of the fuel tender 1 is accomplished without need for disassembly of the chassis 100. This may be accomplished by the use of cylinder brackets, racking, shelving, and the like, to contain the fuel containers 200 (as opposed to the fuel containers 200 being permanently attached to the chassis 100). In such embodiments full replacement fuel containers 200 may be stored at fuel depots, so that when the fuel tender 1 arrives at a fuel depot only so many of the fuel tender's 1 fuel containers 200 as have been emptied need be swapped for full fuel containers 200.

In another embodiment where a plurality of fuel containers 200 is used, the fuel containers 200 are assembled onto a fuel frame 210. See FIG. 4. The fuel frame 210 should be constructed of rigid members, such as structural steel beams, thereby providing not only support for the fuel containers 200 but also a protective superstructure. The fuel frame 210 is installable onto and removable from the fuel tender 1 without need for disassembly of the chassis 100 of the fuel tender 1, such that the fuel containers 200 and fuel frame 210 operate as a single unit. A crane 30, for example, may be used to lift a fuel frame 210 onto and off of the fuel tender 1 chassis 100. See FIG. 4. In this embodiment the fuel containers 200 are not individually swapped out of the fuel tender 1 during normal operations, but may be individually removed for maintenance or inspection purposes. In an alternative embodiment multiple fuel frames 210 may be used, for example, stacked one on top of another. In such alternative embodiments a subset of the total number of fuel containers 200 may be swapped out as a single unit, with the remaining fuel containers 200 left on the fuel tender 1. An example is for the fuel tender 1 to have forty fuel containers 200, arranged in two fuel frames 210 containing twenty fuel containers 200 each, one fuel frame 210 stacked on top of the other on the fuel tender chassis 100. Where multiple fuel frames 210 are used, each frame 210 need not contain the same number of fuel containers 200 as another frame 210.

In embodiments where a plurality of fuel containers 200 is used, the fuel tender 1 may further comprise a refueling manifold 310. See FIG. 3. The refueling manifold 310 is in connection with each of the plurality of containers and is capable of being connected with a fuel source, such as a storage tank. The refueling manifold 310 may be connected with the fuel source by a refueling line 340 comprised of piping, hoses, or any other appropriate means known in the art. The refueling manifold 310 is suitably adapted to allow each of the fuel containers 200 to be filled with fuel. In one embodiment the refueling manifold 310 allows the fuel containers 200 to be filled in sequence, each fuel container 200 being filled with fuel independently of each other fuel container 200; in another embodiment the refueling manifold 310 allows multiple fuel containers 200 to be filled simultaneously. Where a fuel frame 210 is used, the refueling manifold 310 may be integrated with the fuel frame 210. The refueling manifold 310 may be connected with the fuel source by piping, hoses, or any other appropriate means known in the art. In an alternative configuration, multiple refueling manifolds 310 may be used, with each refueling manifold 310 being in connection with only some of the fuel containers 200. For example, a fuel tender 1 having forty fuel containers 200 may have the containers arranged in two fuel frames 210 of twenty fuel containers 200 each. Ten of the fuel containers 200 of one fuel frame 210 may be in connection with one refueling manifold 310, the remaining ten fuel containers 200 of that fuel frame 210 may be in connection with another refueling manifold 310, ten of the fuel containers 200 of the second fuel frame 210 may be in connection with a third refueling manifold 310, and the remaining ten fuel containers 200 of the second fuel frame 210 may be in connection with a fourth refueling manifold 310. In this alternative, the aggregate of the refueling manifolds 310 is in connection with the aggregate of the fuel containers 200. Multiple refueling manifolds 310 allow for a “cascade” or group refueling, decreasing the time needed to refuel a fuel tender 1.

The improved fuel tender 1 also comprises a fuel connection system 300. See FIG. 1. The fuel connection system 300 is suitably adapted to deliver fuel from the one or more fuel containers 200 to the one or more locomotives 10 associated with the fuel tender 1. In embodiments where a plurality of fuel containers 200 is used, the fuel connection system 300 comprises a fuel dispensing manifold 320. See FIG. 3. The fuel dispensing manifold 320 is in connection with each of the fuel containers 200 and with the one or more locomotives 10. In one embodiment the fuel dispensing manifold 320 is suitably adapted to allow each fuel container 200 to dispense fuel in sequence. In another embodiment the fuel dispensing manifold 320 is suitably adapted to allow fuel to be dispensed from multiple fuel containers 200 simultaneously. The fuel dispensing manifold 320 may be connected with the one or more locomotives 10 by piping, hoses, or any other appropriate means known in the art. In an alternative configuration, multiple fuel dispensing manifolds 320 may be used, with each fuel dispensing manifold 320 being in connection with only some of the fuel containers 200. In this alternative the aggregate of the fuel dispensing manifolds 320 is in connection with the aggregate of the fuel containers 200. Where the fuel connection system 300 is used to provide fuel to a plurality of locomotives 10, the fuel connection system 300 may comprise a plurality of fuel dispensing manifolds 320, at least one for each locomotive 10. The fuel connection system 300 may also use a reverse manifold to fuel multiple locomotives 10.

Where both a refueling manifold 310 and a fuel dispensing manifold 320 are used, the refueling manifold 310 may be integrated with the fuel dispensing manifold 320. See FIG. 3. That is, a single manifold may be configured with appropriate valving 330 to allow the fuel containers 200 to be filled with fuel and to allow fuel to be dispensed from the fuel containers 200 through the same manifold. Where a fuel frame 210 is used, such a combined manifold may be integrated with the fuel frame 210.

Alternatively, a combination of multiple refueling manifolds 310 and fuel dispensing manifolds 320 may be used. In such configurations, the refueling manifolds 310 may be integrated with the fuel dispensing manifolds 320 in the same manner as described above. Thus, one or more integrated manifolds may be configured with appropriate valving 330 to allow the fuel containers 200 to be filled with fuel and to allow fuel to be dispensed from the fuel containers 200 through the same manifolds. Where one or more fuel frames 210 are used, such combined manifolds may be integrated with the fuel frames 210.

The fuel tender 1 may comprise a propulsion mechanism 400, with the propulsion mechanism 400 integrated with the chassis 100 and capable of propelling the fuel tender 1. See FIG. 2. By providing tractive power, the fuel tender 1 increases the efficiency of the train. However, to maximize the usefulness of the fuel tender 1, the power generation capability should not be located on the fuel tender 1 itself (otherwise, space that could be used to provide greater fuel capacity is taken up by power generation, reducing overall efficiency). Because locomotive engines 15 are capable of generating power that exceeds the tractive capacity of the locomotive 10 itself, that excess power can be used to provide power to the propulsion mechanism 400 of the fuel tender 1.

Thus, together with the propulsion mechanism 400, the fuel tender 1 comprises a power connection 410 connecting the propulsion mechanism 400 with at least one of the one or more locomotives 10 for which the fuel tender 1 provides fuel. See FIG. 2. The power connection 410 must be suitably adapted to transmit power from the locomotive 10 to the propulsion mechanism 400, since in the preferred embodiment the fuel tender 1 has no independent power source. In one embodiment the propulsion mechanism 400 comprises one or more electric motors. In the preferred embodiment the one or more electric motors of the propulsion mechanism 400 are traction motors 405 capable of driving the wheels 110 of the chassis 100, and the power connection 410 is an electrical connection between the locomotive 10 and the traction motors 405. Examples of traction motors 405 contemplated by the present invention include General Electric models GE764C3, GE761A19, GE761A20, GE783A1, GE786A2, GE780C1, GE780C2, GE752E8, GE752AF, and GE752AG, and EMD models D29, D31, D43, D77, D78, D87A, D87B, and D90TR. Other suitable traction motors 405 are also contemplated. The foregoing embodiment may be implemented by basing the fuel tender 1 on a locomotive “slug”. A slug is essentially a locomotive without an engine. It employs traction motors capable of powering its wheels but lacks a power source and so is unable to move about under its own power. Rather, a slug is typically connected to a locomotive 10 which provides power to the slug to operate the traction motors 405. The use of the slug concept allows the improved fuel tender 1 to contribute tractive effort to the locomotive 10, increasing both its pulling and braking power. Coupling a slug with the fuel containers 200 configured as described above represents one embodiment of the fuel tender 1 of the present invention.

An alternative embodiment of the propulsion mechanism 400 of the fuel tender 1 comprises one or more hydraulic motors to propel the fuel tender 1. In such an embodiment the power connection 410 is a hydraulic connection between the locomotive 10 and the hydraulic motors of the propulsion mechanism 400.

The locomotive 10 providing power to the propulsion mechanism 400 of the fuel tender 1 must have at least one engine 15 suitably adapted to be fueled by the fuel tender 1 and being suitably adapted to produce power to transmit to the propulsion mechanism 400 through the power connection 410. In one embodiment the engine 15 may provide hydraulic power to the propulsion mechanism 400. In the preferred embodiment, the engine 15 provides electric power to the propulsion mechanism 400. In the most preferred embodiments the engine 15 is a dual fuel engine, with one of the fuels being supplied by the fuel tender 1. One configuration uses a dual fuel engine which operates on both diesel and compressed natural gas and provides electrical power to the electrical traction motors 405 of the fuel tender 1. Examples of such engines include the MAN 32/40 DF engine, the EMD 567, 645 & 710 series engines, the ALCO 244 & 251 series engines, the GE FDL series engines, and the Wartsila 34 series engines, each having multiple cylinder configurations. Other dual fuel engines are also contemplated.

While the preferred embodiments of the fuel tender 1 have no independent power generation capacity suitable for powering the propulsion mechanism 400, an alternative embodiment provides for the fuel tender 1 having an independent auxiliary power generation capacity. In such an embodiment the fuel tender 1 may comprise an electric generator 420 suitably adapted to provide auxiliary power to the propulsion mechanism 400. See FIG. 4. Such on-board power generation is contemplated to augment, and not replace, the power generated by the locomotive 10 and transmitted to the propulsion mechanism 400 of the fuel tender 1 by the power connection 410. As such, the smaller size of the auxiliary power generating capability allows for greater fuel carrying capacity of the fuel tender 1.

What has been described and illustrated herein is a preferred embodiment of the invention along with some it its variations. The terms, descriptions and figures used herein are set forth by way of illustration only and are not meant as limitations. Those skilled in the art will recognize that many variations are possible within the spirit and scope of the invention as defined in the following claims in which all terms are meant in their broadest, reasonable sense unless otherwise indicated. 

1. A rail system fuel tender for use with one or more railroad locomotives, said fuel tender comprising: a chassis, said chassis suitable for transporting one or more fuel containers, said chassis further having integrated therewith at least two pairs of wheels suitably adapted to allow the fuel tender to engage with and move about railroad rails, said chassis further suitably adapted to be connected, either directly or indirectly, to said one or more locomotives; one or more fuel containers, each said fuel container suitably adapted to contain a quantity of pressurized fuel; and a fuel connection system, said fuel connection system suitably adapted to deliver fuel from the one or more fuel containers to the one or more locomotives.
 2. The rail system fuel tender of claim 1 wherein each said fuel container is separately installable onto and removable from the fuel tender independently of each other fuel container.
 3. The rail system fuel tender of claim 1 wherein there is a plurality of fuel containers.
 4. The rail system fuel tender of claim 3 wherein the plurality of fuel containers are assembled onto one or more fuel frames, each said fuel frame being installable onto and removable from the fuel tender without need for disassembly of the chassis of the fuel tender.
 5. The rail system fuel tender of claim 3 wherein the fuel tender further comprises a refueling manifold, said refueling manifold being in connection with each of said plurality of containers and capable of being connected with a fuel source, said refueling manifold suitably adapted to allow each said fuel container to be filled with fuel.
 6. The rail system fuel tender of claim 5 wherein the plurality of fuel containers and the refueling manifold are assembled onto a fuel frame.
 7. The rail system fuel tender of claim 6 wherein the fuel frame is installable onto and removable from the fuel tender without need for disassembly of the chassis of the fuel tender.
 8. The rail system fuel tender of claim 3 wherein the fuel tender further comprises a plurality of refueling manifolds, each said refueling manifold being in connection with one or more of said plurality of containers and capable of being connected with one or more fuel sources, the aggregate of said plurality of refueling manifolds adapted to allow each said fuel container to be filled with fuel.
 9. The rail system fuel tender of claim 8 wherein the plurality of fuel containers and the plurality of refueling manifold are assembled onto one or more fuel frames.
 10. The rail system fuel tender of claim 9 wherein the one or more fuel frames are installable onto and removable from the fuel tender without need for disassembly of the chassis of the fuel tender.
 11. The rail system fuel tender of claim 3 wherein the fuel connection system comprises a fuel dispensing manifold, said fuel dispensing manifold being in connection with each of said plurality of containers and with the one or more locomotives, said fuel dispensing manifold suitably adapted to allow each said fuel container to dispense fuel in sequence.
 12. The rail system fuel tender of claim 11 wherein the fuel connection system further comprises a refueling manifold, said refueling manifold being in connection with each of said plurality of containers and capable of being connected with a fuel source, said refueling manifold suitably adapted to allow each said fuel container to be filled with fuel, wherein said refueling manifold is integrated with said fuel dispensing manifold.
 13. The rail system fuel tender of claim 11 wherein the fuel connection system further comprises a plurality of refueling manifolds, each said refueling manifold being in connection with one or more of said plurality of containers and capable of being connected with one or more fuel sources, the aggregate of said plurality of refueling manifolds adapted to allow each said fuel container to be filled with fuel.
 14. The rail system fuel tender of claim 3 wherein the fuel connection system further comprises a plurality of fuel dispensing manifolds, each said fuel dispensing manifold being in connection with one or more of said plurality of containers and with the one or more locomotives, said plurality of fuel dispensing manifolds adapted to allow the aggregate of said fuel containers to dispense fuel to one or more locomotives.
 15. The rail system fuel tender of claim 14 wherein the fuel connection system further comprises a plurality of refueling manifolds, each said refueling manifold being in connection with one or more of said plurality of containers and capable of being connected with one or more fuel sources, the aggregate of said plurality of refueling manifolds adapted to allow each said fuel container to be filled with fuel.
 16. The rail system fuel tender of claim 1 further comprising a propulsion mechanism, said propulsion mechanism integrated with the chassis and capable of propelling said fuel tender; and a power connection, said power connection connecting said propulsion mechanism with at least one of said one or more locomotives, said power connection suitably adapted to transmit power from said at least one of said one or more locomotives to said propulsion mechanism.
 17. The rail system fuel tender of claim 16 wherein the propulsion mechanism comprises one or more electric motors.
 18. The rail system fuel tender of claim 17 wherein said one or more electric motors of the propulsion mechanism are traction motors.
 19. The rail system fuel tender of claim 17 wherein said power connection is an electrical connection between the at least one of said one or more locomotives and the one or more electric motors of the propulsion mechanism.
 20. The rail system fuel tender of claim 17 wherein each said locomotive has at least one engine suitably adapted to be fueled by said fuel tender, with at least one said engine of at least one said locomotive being suitably adapted to produce electricity to power the one or more electric motors of the propulsion mechanism.
 21. The rail system fuel tender of claim 20 wherein said at least one engine is a dual fuel engine, with one of said dual fuels being the fuel contained in the one or more fuel containers.
 22. The rail system fuel tender of claim 16 wherein the propulsion mechanism comprises one or more hydraulic motors.
 23. The rail system fuel tender of claim 22 wherein said one or more hydraulic motors of the propulsion mechanism are traction motors.
 24. The rail system fuel tender of claim 22 wherein said power connection is a hydraulic connection between the at least one of said one or more locomotives and the one or more hydraulic motors of the propulsion mechanism.
 25. The rail system fuel tender of claim 16 wherein the fuel tender has no independent power generation capacity suitable for powering the propulsion mechanism.
 26. The rail system fuel tender of claim 16 wherein the fuel tender has an independent power generation capacity suitable for powering the propulsion mechanism.
 27. The rail system fuel tender of claim 26 further comprising an electric generator suitably adapted to provide independent power generation to the propulsion mechanism.
 28. The rail system fuel tender of claim 16 wherein at least one said locomotive has at least one engine suitably adapted to produce power to be transmitted to the propulsion mechanism.
 29. The rail system fuel tender of claim 1 wherein the fuel to be contained within each said fuel container comprises one of the following group: compressed natural gas, liquid natural gas, propane, natural gas, and hydrogen.
 30. The rail system fuel tender of claim 1 wherein each said locomotive has one or more dual fuel engines suitably adapted to be fueled by said fuel tender, with one of said dual fuels being the fuel contained in the one or more fuel containers.
 31. The rail system fuel tender of claim 3 wherein each said fuel container may be filled with fuel independently of each other fuel container.
 32. The rail system fuel tender of claim 3 wherein the fuel connection system is suitably adapted to dispense fuel from the plurality of fuel containers in sequence.
 33. The rail system fuel tender of claim 3 wherein each said fuel container is separately installable onto and removable from the fuel tender without need for disassembly of the chassis of the fuel tender.
 34. A powered rail system fuel tender for use with one or more railroad locomotives, said fuel tender comprising: a chassis, said chassis suitable for transporting one or more fuel containers, said chassis further having integrated therewith at least two pairs of wheels suitably adapted to allow the fuel tender to engage with and move about railroad rails, said chassis further suitably adapted to be connected, either directly or indirectly, to said one or more locomotives; a plurality of fuel containers, each said fuel container suitably adapted to contain a quantity of pressurized fuel, each said fuel container being a high pressure cylinder suitably adapted to contain fuel pressurized to at least 1000 psi; a fuel connection system, said fuel connection system suitably adapted to deliver fuel from the one or more fuel containers to the one or more locomotives, said fuel connection system comprising a fuel dispensing manifold, said fuel dispensing manifold being in connection with each of said plurality of containers and with the one or more locomotives, said fuel dispensing manifold suitably adapted to allow each said fuel container to dispense fuel in sequence, said fuel connection system further comprising a refueling manifold, said refueling manifold being in connection with each of said plurality of containers and capable of being connected with a fuel source, said refueling manifold suitably adapted to allow each said fuel container to be filled with fuel, with said refueling manifold being integrated with said fuel dispensing manifold, with the plurality of fuel containers, the fuel dispensing manifold, and the refueling manifold assembled onto a fuel frame, said fuel frame installable onto and removable from the fuel tender without need for disassembly of the chassis of the fuel tender; a propulsion mechanism, said propulsion mechanism integrated with the chassis and capable of propelling said fuel tender, said propulsion mechanism comprising one or more electric traction motors; and a power connection, said power connection connecting said propulsion mechanism with at least one of said one or more locomotives, said power connection suitably adapted to transmit power from said at least one of said one or more locomotives to said propulsion mechanism, said power connection being an electrical connection between the at least one of said one or more locomotives and the one or more electric traction motors; wherein each said locomotive has at least one engine that is a dual fuel engine suitably adapted to be fueled by said fuel tender, with at least one said engine of at least one said locomotive being suitably adapted to produce electricity to power the one or more electric traction motors of the propulsion mechanism; the fuel tender has no independent power generation capacity suitable for powering the propulsion mechanism; and the fuel to be contained within each said fuel container comprises one of the following group: compressed natural gas, liquid natural gas, and compressed hydrogen. 